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Ge ee ee { High re oe es 3,108 3,218 Indicated | lntermiediate 64 osc 3,375 a7 Horse-power | Low forward ...........+.-- 1,894 1,905, VU She cies. ois 1,889 1,908 Mop t Po 10,262 10,402 Nees Coective tH Psi. ee 20,664 Mean air pressure in stokeholds..... OR ee 3-16 in. ee ie ee ec ee 20.2 knots (oa Consttuotion per t. Hl. FP: per hour............ 1.98 lb. Before concluding this description we would note that the whole machinery was constructed in the shops of the firm Gio. Ansaldo, Armstrong & Co., so the main and auxiliary engines and the Niclausse boilers were constructed in the me- chanical works of the firm in Sampierdarena; all the cast steel pieces for the engines and malleable cast iron pieces for the -- boilers were furnished by the steel works of the firm at Cor- nigliano; the propellers and bronzes generally were furnished by Delta works of the firm at Cornigliano; and finally the electric motors for the fans, extractors, ash-hoisting engines. etc., constructed at the electrical works of the firm at Cor- nigliano.. LIVERPOOL SHIPPING LETTER. Liverpool, Sept. 5---The conference between the representa- tives of the Cunard, White Star, and Continental lines which was held at Frankfort-on-Maine on Aug. 29 with a view to a settlement of the differences which brought about the war of rates in the North Atlantic passenger trade has proved abor- tive, but there are grounds for the belief that the negotiations, although ended so far as the Frankfort conference is con- cerned, are not finally closed. Indeed, it is stated on what seems to be good authority that further conferences will prop- ably be held at Paris or London, but on this point nothing official can be ascertained. The general feeling here in ship- ping circles, however, seems to be that an arrangement will eventually be come to, because the present state of things is simply suicidal. There are rumors that at least proposals for the basis of an agreement were laid down by the Cunard Line and by the Continental lines, at that point now at issue is the modification of these opposite platforms into such a com- promise as will be acceptable to all parties. That the _Ger- man and Cunard lines met in conference at all points to the fact that both are anxious to end a struggle which is causing great loss to every transatlantic shipping company, whether they are concerned or not in the dispute. Still the opinion has been expressed that the Germans are far more concerned as to a settlement than any of the other lines, because their losses must be so enormous. 'The idea of the Hamburg- American Co. in initiating the war was doubtless with the view of crippling the Cunard company, and forcing them to yield their monopoly contract for the American emigrant traffic to and from Austro-Hungarian ports, but the result so far seems to have been that the Cunard Line have been enabled to give more than blow for blow. Furthermore, the Ger- mans, if rumor be true, are not only losing in regard to the reduction of their own rates, but also by having to guarantee the combine lines in regard to the losses they are sustaining in cutting their steerage rates to such a low level. But while this is one view, another is that probably the ultimate settle- ment will be something in the nature of a transference of the Cunard Austro-Hungarian traffic, either partly or wholly to the Germans. Already it is reported than an offer has been made by the Germans to purchase the Cunard vessels engaged in the trade at their first cost price and give $500,000 for the good will of the business. Until some settlement is come to, however, the disastrous war will continue with probably fur- ther rate-cutting in the near future. Although the White Star Line and others associated in what is called the American combine, have cut their fares to the low figures of $6 and $7 for westward steerage passages, they point out that this has only been done as an act of self defense to meet the cutting tactics of the Continental lines oh the one hand, or the Cunard Line on the other. The same applies also to the other independent British lines to America and Canada. In regard to the Atlantic freight traffic, it is satisfactory to be able to state that there is an improvement in freight rates, and that in consequence one Liverpool vessel of large size, which has been laid up for some time, is being brought out for service again. The cargo service established a week ago between London, Liverpool and Glasgow, and Fiume and Trieste, by the Ham- burg-American Line is claimed not to be due to German hos- tility to the Cunard Line, but as a legitimate bid for trade. It will not, therefore, so I am informed by Messrs. W. Thomas & Co., the Liverpool agents of the service, be suspended at the termination of the rate war, as seems to have been the im- pression in some quarters. Reference to the Hamburg-Amer- ican company reminds me that there is at present building at Messrs. Harland & Wolff's yard, Belfast, a 19,000-ton vessel for this line, which is to be ready in about eighteen months' time. Her internal fittings will be largely modeled on those' of the White Star liner, Baltic, Capt. Sanchie, a prominent official of the German Line having just inspected the Baltic in Liverpool and obtained permission from the White Star company to utilize whatever arrangements he saw on that great liner. The new German liner is to have a restaurant on the upper deck, and also a gymnasium. The Liverpool Underwriters' Association in their monthly list of casualities to vessels of 500 tons gross and upwards during the month of August, show that there were totally lost four British steamers of 5,691 tons, and four British sailers, of 6,426 tons, compared with two steamers of 4,734 tons, and one sailer of 2,631 tons in August, 1903; also eight foreign steamers of 9,494 tons, and three foreign sailers of 2,353 tons, compared with four steamers of 7,428 tons, and seven sailers of 6,197 tons in August, 1903. The vessels par- tially lost were 31 sailers, and 149 steamers (British), and 25 sailers and 162 steamers (foreign). The total number of casualties during August was 386, compared with 392 in August, 1903, 304 in August, 1902, and 348 in August, I9oI. The casualties last month included 129 collisions, 124 strand- ings, 54 weather damage, 43 damage to machinery, shafts and propellers, 20 fires and explosions, and two vessels (both foreign) missing. Messrs. Elder, Dempster & Boy's handsome new steamer, Port Kingston, sailed last week from Bristol on her maiden trip to the West Indies. The passengers included Dr. Gra- ham Little,.the first of fifty physicians which Sir Alfred Jones, the head of the Elder, Dempster company has invited to gratuitously make a voyage to report on the healthiness of the climate and its special suitability for consumptives. Sir Crichton Brown and several other physicians are going out by the next steamer a fortnight hence. I may add that Sir Alfred Jones, who is ever to the front in the extension of British commercial enterprise, has purchased 60,000 acres of land in Sierra Leone, for the purpose of cotton cultivation. The land will be worked in conjunction with the British Cotton Growing Association, and as there is abundant native labor available at a cheap rate, it is expected that the quantity of cotton to be derived from this extensive territory will be very considerable. Sir Alfred Jones has also acquired the Tlaro estates in Lagos, which extend to 50 square miles for cocoa and cotton growing. The trial trip has been run this week of the steamer Portia, built by Messrs. Murdoch & Murray to the order of Messrs. C. T. Bowring & Co., Ltd., of Liverpool. The vessel which